CN1955517A - Speed change control device and speed change control method for automatic transmission - Google Patents

Abstract

If switching from power-off shifting to power-on shifting occurs during power-off shifting, the shifting action is forcibly terminated when the elapsed time from the switching time point (t4) exceeds the forced termination time period (timon). Therefore, in the case where the power-off shift is normally performed, or in the case where the power-off shift is abnormal but the power-on shift is normally performed, the apparatus and method of the present invention prevent the The shift shock or the like occurs due to the forced termination of the ON state at the time point (t4) immediately. The shift control of the power-on shift can be correctly performed until the time elapsed from the switching time point (t4) reaches the mandatory termination time period (timon).

Description

Speed change control device and speed change control method for automatic transmission

technical field

The invention relates to a shift control device and a shift control method of an automatic transmission. In particular, the present invention relates to a forced termination period for forcibly terminating a shift action by oil pressure control or the like when the shift is not terminated.

Background technique

In a shift control device of an automatic transmission that forms a plurality of gear steps with different gear ratios by selectively engaging a plurality of friction engagement devices, it has been proposed to set the shift start time point or inertia start time point (inertia start time point) is defined as a reference time point, and if the shifting has not been terminated although the elapsed time from the reference time point has exceeded a predetermined time, a change in the engagement state of the frictional engagement device such as a frictional engagement device is forcibly terminated by oil pressure control or the like, The speed change operation such as the change of the input shaft speed, and the state after the speed change is obtained. An example of this technique is described in Japanese Patent Application Publication No. 2002-89696, where the shifting is not properly terminated due to an abnormality or the like, then the forced termination of the shifting action will ensure the durability of the frictional engagement device, and will Guaranteed termination of variable speed control.

Since the shift control of the automatic transmission (the change method of the oil pressure control device, etc.) The period of time varies depending on the running state of the vehicle and the like. For example, during an upshift in a power-on state in which the accelerator is engaged, the input shaft speed, which tends to increase, needs to be forcibly reduced by engaging a corresponding friction engagement device, thereby, acting on the friction engagement The load on the device is significant. Therefore, the shift control is performed such that the shift is terminated in a relatively short time. Although the time period required for such shifting is relatively short, the time period required for shifting to an upshift is relatively long in a power cut state in which the accelerator is cut off. During such an upshift, since the corresponding friction engagement device is engaged after the rotation speed of the input shaft is naturally lowered due to engine friction, etc., the shifting action takes a long time, and further, the friction engagement device on the friction engagement device is engaged. The load is small. Thus, the time period required for power-on shifting is generally shorter than the time period required for power-off shifting.

The predetermined time period in which it is desired to forcibly terminate the shifting action is set in accordance with the above-mentioned shifting required time period. It is also desirable that the predetermined period of time for forcibly terminating the shifting action at the time of power-on shifting is set shorter than the predetermined period of time for forcibly terminating the shifting action at the time of power-on shifting. However, in the middle of the power-off shift, when the power-off shift is switched to the power-on shift because the accelerator is turned on, the above-mentioned corresponding switching of the predetermined time period sometimes causes a shift shock or the like. In particular, if in this case, at the point of time of switching to power-on shifting, the predetermined time for power-on shifting has elapsed, the shifting action is forcibly terminated at once, and shifting shock, etc., may occur even at The same is true in the case where the power-off shifting operates correctly, or in the case where the shift control is correctly performed in the power-on state although the shifting is abnormal in the power-off state.

Contents of the invention

The present invention has been made in consideration of the above-mentioned circumstances, and provides a shift control device and a shift control method for an automatic transmission, which can forcibly terminate the shift action at an appropriate time even if the power is turned on by turning on the accelerator in the middle of the power cut shift. Cut off the shifting and switch to power on shifting.

Therefore, in a shift control device of an automatic transmission that forms a plurality of gear ratio steps with different gear ratios by selectively engaging a plurality of friction engagement devices, a shift control forced termination device is provided, which Using one of the shift start time point and the inertia state start time point as a reference time, when the elapsed time from the reference time exceeds the first time during the power cut shifting process, the shift action is forcibly terminated; and When the elapsed time from the reference time exceeds the second time set to be shorter than the first time during power-on shifting, forcibly terminating the shifting action; The shifting from the shifting to the power-on shifting, when the elapsed time from the switching time point of the shifting exceeds a predetermined time, the shifting action is forcibly terminated.

According to another aspect of the present invention, there is provided a shift control method of an automatic transmission that forms a plurality of gear ratio steps with different gear ratios by selectively engaging a plurality of friction engagement devices. The variable speed control method includes:

Using one of the shift start time point and the inertia state start time point as a reference time, when the elapsed time from the reference time exceeds the first time during the power cut-off shift process, the shift action is forcibly terminated;

when the elapsed time from the reference time exceeds a second time set shorter than the first time during power-on shifting, forcibly terminating the shifting action; and

If switching from power-off shifting to power-on shifting occurs midway through power-off shifting, the shifting action is forcibly terminated when an elapsed time from the switching time point of the switching exceeds a predetermined time.

According to the shift control device and the shift control method of the automatic transmission, during power-off shifting, when the elapsed time from the reference time exceeds a first time, the shifting action is forcibly terminated; and during power-on shifting In the process, when the elapsed time from the reference time exceeds a second time shorter than the first time, the shifting action is forcibly terminated. Therefore, the durability of the frictional engagement device is ensured by correctly forcibly terminating the shift operation depending on whether the shift is a power-on shift or a power-off shift.

Furthermore, if switching from power-off shifting to power-on shifting occurs midway through power-off shifting, the shifting action is forcibly terminated when the elapsed time from the switching time point exceeds a predetermined time. Therefore, in the case where the power-off shift is normally performed, or in the case where the power-off shift is abnormal but the power-on shift is normally performed, the apparatus and method of the present invention prevent the The occurrence of shift shock or similar phenomenon caused by the forced termination at the time point of the ON state. That is, the apparatus and method of the present invention can correctly perform the shift control of the power-on shift within a predetermined time from the switching time point. Also in this case, when the elapsed time from the switching time point exceeds a predetermined time, the shifting action is forcibly terminated. Therefore, the durability of the frictional engagement device is ensured.

In the above-mentioned gear shift control device and gear shift control method for an automatic transmission, preferably, the predetermined time is the second time.

According to the above-mentioned shift control device and shift control method for an automatic transmission, since the time from the switching time point to the forced termination of shift is the second time, in a normal state (during a normal shift process), the shift action is performed within a predetermined time ( Termination in the second time), is the same as the situation that the power is connected to the speed change from the beginning with the speed change. Also in abnormal shifting, the shifting action is forcibly terminated in a correct manner, thereby ensuring the durability of the frictional engagement device.

In addition, in the above-mentioned shift control device and shift control method for an automatic transmission, preferably, when the elapsed time from the reference time exceeds a first time, the shift operation is forcibly terminated even if the shifting time point The elapsed time is within the range of the predetermined time.

According to the shift control device and shift control method of the automatic transmission described above, even if the elapsed time from the switching time point is within the range of the predetermined time, when the elapsed time from the reference time exceeds the first time , the shifting action is also forcibly terminated. Therefore, for example, even in the case where switching between power-on shifting and power-off shifting is repeated due to ON and OFF operations of the accelerator, and the switching time point is reset every time switching, it is possible to reliably The termination of the shift control is ensured while ensuring the durability of the frictional engagement device because the maximum time of the shift control is limited to the first time.

The present invention is suitably applied to vehicular automatic transmissions, and can be applied to various vehicular automatic transmissions such as engine-driven vehicles in which driving force is generated by combustion of fuel, electric motor vehicles driven by electric motors, and the like. Examples of automatic transmissions to which the present invention can be applied include various automatic transmissions forming a plurality of gear steps depending on actuation states of a plurality of clutches and brakes, such as a planetary gear type, a parallel axis type, and the like.

As the friction engagement device, an oil pressure type device is suitably used. For example, shift control is performed by changing the oil pressure (engagement force) in a predetermined changing manner by an oil pressure control device using a solenoid valve or the like or by operation of a battery or the like, or by changing the oil pressure at a predetermined time. However, other types of frictional engagement means may also be used, such as electromagnetic type means or the like. These friction engagement devices are, for example, single-plate or multi-plate clutches and brakes engaged by actuators such as hydraulic cylinders, band brakes, and the like.

For example, through the oil pressure control device or the like, by completely engaging the frictional engagement device involved, due to the change of the engagement state of the frictional engagement device related to the shift control, or the change of the input shaft speed, the shifting action can be forcibly terminated, thereby forming a shifting state. after state.

The reference time used as the time basis for the forced termination of the shift action may be any one of the shift start time point and the inertia state start time point. However, since it is the amount of time after the start of the inertia state that affects the durability of the frictional engagement device, it is advantageous to use the start time point of the inertia state as the reference time. The shift start timing may be, for example, the time when a shift command to change the engagement force (oil pressure, etc.) of the friction engagement device is output, or the time when the oil pressure actually starts to change. Suitably, the shift start time point is a constant time corresponding to the shift start.

The power cut shift is an upshift or a downshift in a non-driving state, such as an accelerator cut state in which the accelerator is not operated, or the like. A power-on shift is an upshift or downshift in a driving state, such as an accelerator-on state in which an accelerator is operated.

Each of the first time for power-off shifting and the second time for power-on shifting is set according to the time required for shifting. The time required for shifting is determined according to the corresponding predetermined shifting control (oil pressure change method, etc. ) and the time required for the shift when the shift is performed correctly, and more specifically, it is set to a time that is at least longer than the time required for the shift and will ensure the durability of the frictional engagement device. For example, for power cut shifting, the load applied to the frictional engagement device is relatively small, and the requirements for responsiveness are relatively low, so that shifting can be performed for a relatively long time. Therefore, for power cut shifting, the manner of shift control is determined in such a way that shifting is performed for a relatively long time, and thus the first time, that is, the time that can elapse before the shifting action is forcibly terminated, is set to be a relatively long time. longer time. For power-on shifting, the load imposed on the frictional engagement device is relatively large, and the requirement for responsiveness is relatively high, so that shifting is expected to be performed in a relatively short time. Therefore, for power-on shifting, the manner of shifting control is determined in such a way that shifting is performed in a relatively short time, and thus the second time, that is, the time that can elapse before the shifting action is forcibly terminated, is set as a relatively short period of time.

In addition, since the manner of shifting control and the time period required for shifting vary depending on the type of shifting, that is, whether the shifting is upshifting or downshifting, or from which gear step to which gear step, etc., it is possible to The first time and the second time are set by using the shift type and the like as parameters. Furthermore, since vehicle speed, input torque, oil temperature (viscosity of working oil) and the like also affect the time period required for shifting, these vehicle states can also be considered when setting the first time and the second time.

The shifting control forced termination device is configured to forcibly terminate the shifting action when the time elapsed from the switching time point exceeds a predetermined time if switching from the power-off shifting to the power-on shifting occurs in the middle of the power-off shifting . In addition, the control is correctly determined for the case where the power-on shift is then switched to the power-off shift. For example, every time switching occurs between the power-on shift and the power-off shift, the predetermined time from the switching time point to the forced termination may be reset. In this case, advantageously, as in the third invention, the shifting is forcibly terminated at the time point when the elapsed time from the reference time exceeds the first time. In addition, only in the case where the power-off shift is switched to the power-on shift, the shift can be forcibly terminated at least one predetermined time after the switching time point used as a reference; whereas the power-off shift can always elapse after a reference time Forced to terminate at the point in time when the first time was reached. Various other approaches are also possible.

For the predetermined time from the switching time point of the switching of power-off shifting to power-on shifting up to the forced termination, it is advantageous, as in the second invention, to directly use the second time because of the required data storage capacity will decrease. However, various other setting manners are also possible. For example, the predetermined time may be set independently of the second time according to the map; or the second time may be corrected in consideration of the elapsed time from the reference time to the switching time point or the like. In case the predetermined time is set independently of the second time, it is advantageously set as a parameter of the type of shift, such as whether the shift is upshifting or downshifting, or from which gear step to which gear step, etc. Furthermore, the predetermined time may be set in consideration of vehicle conditions such as vehicle speed, input torque, oil temperature (viscosity of working oil), and the like.

In the third invention, at a point in time when the elapsed time from the reference time exceeds the first time, the shifting operation is forcibly terminated. However, in the first invention and the second invention, such forced termination is not absolutely necessary, and it is also possible to set a time different from the first time and the second time by using a reference time, a predetermined switching time point, etc. as a reference. The mandatory end period for time. In the case where the speed change control is forcibly terminated with reference to the first time, which is defined as the longest time in the third invention, it is advantageous by adopting a manner that may occur in normal driver operation , the first time is not set to the time period required for normal shifting in the power cut state, but within a range where the durability of the frictional engagement device will not decrease, such as the number of repetitions of the power on state and the power off state A range less than or equal to a predetermined number of times. In this sense, it is also possible to set the longest mandatory termination time period from the reference time independently of the first time.

The present invention is suitable for application to a case where switching between gear steps is automatically performed in accordance with predetermined shifting conditions (mapping, etc.) using vehicle speed, throttle opening as parameters. In addition, the present invention is also suitable for application to a case in which switching based on manual operation is performed between a plurality of gear ranges with different ranges or numbers of gear steps that are subject to automatic transmission, or between gear ranges themselves. between, and the variable speed control accordingly. Corresponding to whether the shifting is automatic or manual, a different amount of time may be determined as the first time or the second time or a predetermined time from the switching time point.

Description of drawings

The nature, advantages and technical and industrial significance of this invention may be better understood by reading the following detailed description of preferred embodiments of the invention, taken in conjunction with the accompanying drawings, in which

1 is a schematic diagram of a vehicle driving device to which the present invention is applied;

FIG. 2 is a graph showing engaged and released states of clutches and brakes to form different gear steps of the automatic transmission shown in FIG. 1;

3 is a graph showing input/output signals of an electronic control device provided in the vehicle of the embodiment shown in FIG. 1;

Fig. 4 is a graph showing an example of the shifting manner of the shift lever shown in Fig. 3;

FIG. 5 is a circuit diagram showing the configuration of a part of the oil pressure control circuit shown in FIG. 3, which is associated with the shift control of the automatic transmission;

Fig. 6 is a block diagram, which shows the function that the electronic control device of Fig. 3 has;

FIG. 7 is a graph showing an example of the relationship between the accelerator operation amount Acc and the throttle opening θ _TH using throttle control performed by the engine control device shown in FIG. 6 middle;

FIG. 8 is a graph showing an example of a shift curve (map) used in shift control of an automatic transmission by the shift control device shown in FIG. 6;

FIG. 9 is a flow chart specifically showing the contents of the processing procedure of the shift control forced termination device shown in FIG. 6;

FIG. 10A is an example of a time chart in a case where, during a power-off upshift, forced termination control is performed according to the flowchart of FIG. 9 , and where normal shifting is performed;

FIG. 10B is an example of a time chart in a case where, during a power-off upshift, the forced termination control is performed according to the flowchart of FIG. 9 and where there is a shift abnormality;

FIG. 11A is an example of a time chart in a case where, during a power-on upshift, forced termination control is performed in accordance with the flowchart of FIG. 9 , and where normal shifting is performed;

FIG. 11B is an example of a time chart in a case where during a power-on upshift, forced termination control is performed according to the flowchart of FIG. 9 and where there is a shift abnormality;

FIG. 12 is an example of a time chart in a case where, in the middle of power-off upshift control, the power-off state is switched to the power-on state, and then the forced termination control is performed in accordance with the flowchart of FIG. 9 , and Wherein the power is turned on normally to shift to high gear;

FIG. 13 is an example of a time chart in a case where, in the middle of shift control for power-off upshifting, the power-off state is switched to the power-on state, and then the forced termination control is performed in accordance with the flowchart of FIG. 9 , and where there is a variable speed anomaly; and

14 is an example of a time chart in a case where, in the middle of power-off upshift shift control, the power-off state is switched to the power-on state, and the process of forcibly terminating the shift control is performed immediately.

Detailed ways

In the following description and accompanying drawings, the invention will be described in more detail with reference to exemplary embodiments. FIG. 1 is a schematic diagram of a vehicle drive device of a transverse installation type, such as an FF (front-engine, front-wheel drive) vehicle, etc., in which an output of an engine 10 composed of an internal combustion engine such as a gasoline engine is passed through a torque converter 12. Automatic transmission 14 and differential gear unit (not shown) to drive wheels (front wheels). The engine 10 is a power source for running the vehicle, and the torque converter 12 is a coupling using fluid.

The automatic transmission 14 has a first shifting portion 22 mainly composed of a single pinion type first planetary gear device 20 and a second shifting portion 30 mainly composed of a single pinion gear located on the same axis. A pinion type second planetary gear device 26 and a double gear type third planetary gear device 28 are constituted. The automatic transmission 14 changes the rotational speed of the input shaft 32 and outputs it from the output gear 34 . The input shaft 32 corresponds to one input member, and in this embodiment is the turbine shaft of the torque converter 12 . The output gear 34 corresponds to one output member, and rotationally drives left and right drive wheels through a differential gear device. Incidentally, the automatic transmission 14 is configured approximately symmetrically with respect to the center line. In FIG. 1, half of the automatic transmission 14 located below the center line is omitted.

The first planetary gear device 20 forming the first speed change portion 22 has three rotating members: a sun gear S1, a carrier CA1, and a ring gear R1. The sun gear S1 is coupled to and thereby rotationally driven by the input shaft 32 , while the ring gear R1 is non-rotatably fixed to the case 36 via a third brake B3 . Accordingly, the carrier CA1 rotates at a reduced speed relative to the input shaft 32 as an intermediate output member, thereby outputting a decelerated rotation. The second planetary gear device 26 and the third planetary gear device 28 forming the second shifting portion 30 are partially coupled to each other, and thus have four rotating members RM1 to RM4. Specifically, the sun gear S3 of the third planetary gear device 28 constitutes the first rotary member RM1. The ring gear R2 of the second planetary gear device 26 and the ring gear R3 of the third planetary gear device 28 are coupled to each other, constituting the second rotary member RM2. The carrier CA2 of the second planetary gear unit 26 and the carrier CA3 of the third planetary gear unit 28 are coupled to each other, constituting a third rotary member RM3. The sun gear S2 of the second planetary gear device 26 constitutes a fourth rotary member RM4. The second planetary gear device 26 and the third planetary gear device 28 are arranged as a Ravigneaux-type planetary gear transmission chain, wherein the carriers CA2 and CA3 are formed by a common member, and the ring gears R2 and R3 are formed by a common member. , and the pinion gear of the second planetary gear device 26 also serves as the second pinion gear of the third planetary gear device 28 .

The first rotating member RM1 (sun gear S3 ) is selectively coupled to the case 36 so as to be stopped from rotating by the first brake B1. The second rotating member RM2 (ring gears R2, R3) is selectively coupled to the case 36 so as to be stopped from rotating by the second brake B2. The fourth rotating member RM4 (sun gear S2 ) is selectively coupled to the input shaft 32 through the first clutch C1 . The second rotating member RM2 (ring gears R2, R3) is selectively coupled to the input shaft 32 through the second clutch C2. The first rotary member RM1 (sun gear S3) is integrally coupled to the carrier CA1 of the first planetary gear device 20 as an intermediate output member, and the third rotary member RM3 (carriers CA2, CA3) is integrally coupled to the output gear34. In this way, rotation is output from the output gear 34 .

Each of the clutches C1, C2 and brakes B1, B2, B3 (hereinafter, simply referred to as "clutch C" or "brake B" if not specifically distinguished) is a hydraulic friction engagement device, such as a multi-plate clutch, belt brakes, etc., the engagement of which is controlled by hydraulic actuators. The clutches C1, C2 and the brakes B1, B2, B3 are switched between the engaged state and the released state through the hydraulic circuit, as shown in Figure 2, the hydraulic circuit passes through the linear solenoid valve SL1 of the oil pressure control circuit 98 (see Figure 3) to Activation and deactivation of SL5, or by using a manual valve (not shown). Thus, each gear step difference, that is, six forward speed steps and one reverse speed step, can be formed according to the operating position of the shift lever 72 (see FIG. 3). In FIG. 2, "first" to "sixth" mean forward speed ratio steps of first to sixth speeds, and "reverse" means reverse speed ratio steps. Its transmission ratio (=input rotation speed NIN/output shaft rotation speed NOUT) is determined by the gear ratios ρ1, ρ2, ρ3 of the first planetary gear unit 20, the second planetary gear unit 26 and the third planetary gear unit 28. In Figure 2, "O" means engaged, and blank means released.

The shift lever 72 is designed to be operated to, for example, a park position "P", a reverse drive position "R", an idle position "N", and forward drive positions "D", " 4", "3", "2" and "L". In the "P" and "N" positions, an idling state in which power transmission is cut off is formed. However, in the "P" position, rotation of the drive wheels is mechanically prevented by a mechanical parking mechanism (not shown).

FIG. 3 is a diagram showing a control system provided in a vehicle for controlling the engine 10 and the automatic transmission 14 shown in FIG. 1 . In this control system, an operation amount (accelerator operation amount) Acc of the accelerator pedal 50 is detected by an accelerator operation amount sensor 51 . The accelerator pedal 50 is depressed to a degree that matches the driver's output demand. The accelerator pedal 50 corresponds to an accelerator pedal operating member, and the accelerator operation amount Acc corresponds to an output demand. The intake pipe of the engine 10 is provided with an electronic throttle valve 56 whose opening degree θ _TH is changed by a throttle valve actuator 54 . An engine speed sensor 58 for detecting the speed NE of the engine 10, an intake air sensor 60 for detecting the intake air quantity Q of the engine 10, an intake air temperature sensor 62 for detecting the intake air temperature TA, and an intake air sensor 62 for detecting the intake air temperature TA are also provided. The fully closed state (idle state) of the electronic throttle valve 56 and its opening degree θ _TH is equipped with a throttle position sensor 64 with an idle switch, which is used to detect the rotational speed of the output gear 34 corresponding to the vehicle speed V (corresponding to the rotational speed of the output shaft ) NOUT of the vehicle speed sensor 66, the cooling water temperature sensor 68 for detecting the cooling water temperature TW of the engine 10, the brake switch 70 for detecting the presence/absence of the pedal brake operation, the lever position for detecting the shift lever 72 (Operation position) The rod position sensor 74 of the PSH, the turbine rotation speed sensor 76 for detecting the turbine rotation speed NT, the AT oil temperature sensor 78 for detecting the AT oil temperature TOIL which is the temperature of the working oil in the oil pressure control circuit 98, Ignition switch 82, etc. A lever representing engine speed NE, intake air amount Q, intake air temperature TA, throttle opening θ _TH , vehicle speed V (output shaft rotation speed NOUT), engine cooling water temperature TW, presence/absence of brake operation, and shift lever 72 Signals of the position PSH, the turbine rotational speed NT, the AT oil temperature TOIL, the operating position of the ignition switch 82, and the like are supplied from these sensors to the electronic control unit 90. The turbine rotational speed NT is the same as the rotational speed of the input shaft 32 (input shaft rotational speed NIN) as an input member.

The oil pressure control circuit 98 includes the circuit shown in FIG. 5 related to the shift control of the automatic transmission 14 . In FIG. 5 , the pressure of working oil pressurized-fed from the oil pump 40 is regulated by a relief-type first pressure regulating valve 100 , thereby forming a first line pressure PL1 . The oil pump 40 is a mechanical pump rotationally driven by the engine 10 . The first pressure regulating valve 100 regulates the first line pressure PL1 according to the turbine torque TT, that is, the input torque TIN of the automatic transmission 14 or its substitute value—throttle valve opening θ _TH . The first line pressure PL1 is supplied to a manual valve 104 that operates in conjunction with the shift lever 72 . Then, if the shift lever 72 is in a forward driving position such as “D”, the forward position pressure PD equal to the first line pressure PL1 is supplied from the manual valve 104 to the linear solenoid valves SL1 to SL5 . The linear solenoid valves SL1 to SL5 are provided to correspond to the clutches C1 , C2 and the brakes B1 , B2 , B3 , respectively. The excitation states of the linear solenoid valves SL1 to SL5 are controlled according to the drive signal output by the electronic control device 90, so that the engagement oil pressures PC1, PC2, PB1, PB2, PB3 of the clutches C1, C2 and brakes B1, B2, B3 are mutually independently controlled. Thus, any one of the first gear step "first" to the sixth gear step "sixth" can be selectively formed. Each of the linear solenoid valves SL1 to SL5 is of a large capacity type, and its output oil pressure is directly supplied to a corresponding one of the clutches C1, C2 and brakes B1, B2, B3. Thus, direct pressure control is performed, which directly controls the engagement hydraulic pressures PC1 , PC2 , PB1 , PB2 , and PB3 .

The electronic control device 90 includes a so-called microcomputer including a CPU, RAM, ROM, input/output interfaces, and the like. The CPU executes various functions of the engine control device 120 and the transmission control device 130 shown in FIG. 6 by performing signal processing according to a program stored in the ROM in advance and using the temporary storage function of the RAM. The electronic control unit 90 is configured such that it has separate sections for engine control and transmission control, if necessary.

The engine control device 120 controls the output of the engine 10 . That is, the engine control device 120 controls the opening and closing of the electronic throttle valve 56 through the throttle valve actuator 54, and controls the fuel injection valve 92 for the control of the fuel injection amount, and controls the ignition device 94 such as an igniter, for ignition timing control. For the control of the electronic throttle 56, for example, the throttle actuator 54 is driven by the relationship shown in FIG. 7 based on the actual accelerator operation amount Acc, and the throttle opening _θTH increases according to the increase of the accelerator operation amount Acc. Furthermore, when the engine 10 is started, a crank is turned by the starter (electric motor) 96 .

The shift control device 130 controls the shift of the automatic transmission 14 . For example, based on the actual throttle opening θ _TH and the vehicle speed V, the gear step at which the automatic transmission 14 needs to be shifted (ie, the gear step after the shift) is determined through a pre-stored shift table (shift map) shown in FIG. 8 . , that is to say, the judgment about shifting from the current gear step to the shift target gear step is performed, and the output of the shift signal for starting the shifting action for realizing the predetermined gear step is completed, and the linearity of the oil pressure control circuit 98 The energized states of the solenoid valves SL1 to SL5 are continuously changed so that a shift shock such as a change in driving force does not occur and the durability of the friction members of the clutch C or the brake B does not decrease. As is apparent from FIG. 2, the automatic transmission 14 of this embodiment is designed to perform shifting between successive gear steps by clutch-to-clutch shifting, wherein one of the clutch C and the brake B is released, and one of them Another joint of . In FIG. 8, the solid line is the upshift line, and the dashed line is the downshift line. As the vehicle speed V decreases, or as the throttle valve opening θ _TH becomes larger, the gear step is switched to a gear step on the low speed side which has a larger gear ratio. In FIG. 8, numerals "1" to "6" mean a first gear step "first" to a sixth gear step "sixth", respectively.

When the shift lever 72 is operated to the "D" position, a most important D range (automatic transmission mode) is formed, in which the transmission is automatically performed in all forward speed ratio steps "first" to "sixth". conduct. If the shift lever 72 is operated to one of the "4" to "L" positions, a corresponding 4, 3, 2 and L shift range is formed. In the 4 range, the shift control is performed between the fourth gear step "4th" and the lowest forward gear step. In the 3 range, the shift control is performed between the third gear step "3rd" and the lowest forward gear step. In the 2 range, the shift control is performed between the second gear step "2nd" and the lowest forward gear step. In the L range, the gear step is fixed to the first gear step "1st". Thus, for example, if the shift lever 72 is operated from the "D" position to the "4" position, the "3" position, and then the "2" position in an operating sixth gear step "Sixth" in the D range, the shift The range is switched in the order of D → 4 → 3 → 2, and at the same time, the speed ratio step is forcibly downshifted from the sixth speed ratio step "sixth" to the fourth speed ratio step "fourth" and the third speed ratio step " The third", then to the second gear difference "second". Thus, the speed ratio step can be changed by manual operation.

The above-described shift control of the automatic transmission 14 on an automatic or manual basis is performed by changing the engagement side oil pressure and/or the release side oil pressure according to a predetermined change manner, or by changing the engagement side oil pressure and/or at a predetermined change time. Release side oil pressure to proceed. The manner of controlling the change manner, the change time, etc. is determined by taking into account the durability of the clutch C or the brake B and the shift responsiveness, shift shock, etc., according to the driving state of the vehicle and the like. Therefore, in the case where the shifting is performed correctly, the time period required for the shifting varies depending on its control method, the state of the vehicle such as the vehicle speed V, and the like. Specifically, when an upshift is performed in a power-on state (driving state) in which the accelerator pedal 50 is depressed, the turbine rotation speed NT, which tends to rise, needs to be forcibly lowered by engaging the clutch C or the brake B, and therefore, the acting The load on clutch C or brake B is large. Therefore, shift control is performed such that shifting is terminated in a relatively short time. Thus, the time period required for shifting is relatively short. On the other hand, when an upshift is performed in a power cut state (slave state) in which the accelerator pedal 50 is not depressed, after the turbine rotational speed NT naturally decreases due to friction of the engine 10 and the like, the clutch C Or the brake B is engaged, therefore, the time for the shift action to proceed is relatively long, and in addition, the load acting on the clutch C or the brake B is small, and the time period required for the shift is relatively long. Thus, in general, the time period required for shifting at power-on shifting is shorter than the time period required for shifting at power-off shifting.

FIG. 10A is a timing chart showing an exemplary change pattern of the engagement side oil pressure indication value and the turbine rotational speed NT in the case of normally performing an upshift in the power cut state. FIG. 11A is a timing chart showing an exemplary change pattern of the engagement side oil pressure indication value and the turbine rotational speed NT in the case of normally performing an upshift in the power-on state. In power-off upshifting, the time required for shifting from the inertia state start time point (time t2) to shift termination (time t3), which affects the durability of clutch C and brake B, is longer than that in power-on shifting. Higher is longer. Incidentally, in the part of the turbine rotation speed NT in the figure, "before shifting step" indicates the synchronous rotational speed in the pre-shifting step, and "post-shifting step" indicates the synchronous rotational speed in the post-shifting step . Each synchronous rotational speed is obtained by multiplying the gear ratio of the corresponding gear step by the output shaft rotational speed NOUT. Then, if the turbine rotational speed NT is equal to the synchronous rotational speed of the considered gear step, the gear step is achieved. However, if the turbine speed NT is not equal to the synchronous speed of the gear step under consideration, the shifting continues. Furthermore, the engagement side oil pressure indication value corresponds to the value of the excitation current of the linear solenoid valves SL1 to SL5, and the actual oil pressure changes with a time delay compared with the indication value.

The shift control device 130 of this embodiment has the shift control forced termination device 132. If due to an abnormality, the shift operation, that is, in which the engaged state of the clutch C and the brake B or the turbine rotational speed NT is changed in conjunction with the shift control, is not properly performed. At the time of termination, the shift control forced termination device 132 forcibly terminates the shift operation by switching the oil pressure so that the clutch C and the brake B assume the engaged post-shift state. FIG. 9 is a flow chart showing the details of the signal processing performed by the shift control forced termination means 132. As shown in FIG. 10B , 11B and 13 are time charts showing some examples in the case where the forced termination operation of the shift control is performed according to the flowchart of FIG. 9 . In addition, FIG. 12 is a time chart showing an example in a case where, in the middle of a power-off shift, a power-off upshift is switched to a power-on shift, and forced termination control is performed according to the flowchart of FIG. 9 , and the shifting is normally terminated before the forced termination control is actually performed. FIG. 14 is a time chart in a case where shift control is forcibly terminated at the time point (time t4) of switching to the power-on state in FIG. 12 .

In step S1 in FIG. 9, after judging whether the shift should be performed automatically according to the shift map of FIG. The state of the excitation current, that is, by the oil pressure indication value or the like, is used to judge whether or not the shift control for switching the engagement/disengagement state of the clutch C and the brake B has started. If shift control has already started, step S2 and the following steps are performed. Time t1 in FIGS. 10A to 14 is the time point at which shift control starts, that is, the time point at which the judgment in step S1 is "YES".

In step S2, it is judged whether or not the shifting has been terminated by the state of the excitation current output to the linear solenoid valves SL1 to SL5 in step S1. If the shift has been terminated, the series of steps of the forced termination control performed by the shift control forced termination means 132 is terminated. If the shifting has not been terminated, proceed to step S3 and the following steps. In step S3, it is determined whether or not the power is cut off based on the on or off state of the idle switch or the like. If there is a power-off state, proceed to step S4. If there is no power cut state, proceed to step S5 and the following steps.

In step S4, it is judged whether the forced end time period timoff of the power-off state has elapsed. Step S2 and subsequent steps are repeated until the mandatory termination time period timoff ends. When the forced termination time period timoff ends, step S9 is executed, that is, the forced termination operation of the shifting action is performed. The forced termination time period timoff of the power cut-off state corresponds to a first time which is set sufficiently longer than the time period required for shifting (for example, time t2 to t3 in FIG. 10 ) based on the shifting type according to the shifting type. (eg, time t2 to t4 in FIG. 10 ), the shift type means that the shift is an upshift or a downshift, or from which gear step to which gear step, and so on. Vehicle states such as vehicle speed V, AT oil temperature TOIL, etc. can be used as parameters to be set more finely. In this embodiment, the inertia state start time t2 is used as the reference time, and the forced termination process is performed by judging whether or not the elapsed time from the reference time reaches the forced termination period timoff. On the basis of the judgment, the mandatory termination time period timoff is executed.

FIG. 10B shows a situation in which, due to an abnormality, the power cut shift is not terminated before the elapsed time reaches the mandatory termination period timoff. In this case, at the point of time (time t4) at which the elapsed time reaches the mandatory end period timoff, the engagement side oil pressure indication value rises to the MAX pressure (first line pressure PL1). Causes of the abnormality are, for example, delayed decrease in turbine rotation speed NT because oil pressure is not well discharged from the release side of clutch C or brake B, failure of turbine rotation speed sensor 76, and the like. However, since the engagement side oil pressure indication value rises to the MAX pressure as described above, the engagement side of the clutch C or the brake B is quickly fully engaged. Thus, the shifting action is forcibly terminated, forming a gear ratio step difference after the shifting. Incidentally, a graph indicated by a dotted line in FIG. 10B is a graph in a case where the shifting is normally performed, which is the same as the graph in FIG. 10A .

If the power is on, and thus the determination in step S3 is "No" (negative), proceed to step S5, ie, it is judged whether there is a history of the power off state after the shift control. Specifically, if there is a power cut state and the judgment in step S3 is "Yes" (affirmative), the power cut state is stored, for example, by switching a power cut history flag or the like. If it is judged that there is no history of the power-off state, that is, the power-on state has been in the power-on state since the beginning of the shift control, step S6 is performed. In step S6, it is judged whether the forced termination time period timon of the power-on state has elapsed. Step S2 and subsequent steps are repeated until the mandatory termination time period timon ends. Once the forced termination time period timon is over, the forced termination operation of the shifting action is performed in step S9. The forced termination time period timon of the power-on state corresponds to a second time, which is set as a ratio of the time period required for gear shift by using the gear shift type parameter (for example, time t2 to t2 in FIGS. t3) is long enough time (for example, time t2 to t4 in Fig. 11A and 11B), the shift type parameters are: whether the shift is upshift or downshift, or from which speed ratio step to which speed ratio step difference, vehicle speed V , input torque (throttle valve opening θ _TH, etc.), AT oil temperature TOIL, etc. The mandatory end time period timon of the power-on state is much shorter than the mandatory end time period timoff of the power-off state. In addition, the forced termination time period timon of the power-on state is also determined by using the reference time t2 at which the inertia state starts.

FIG. 11B shows a situation in which, due to an abnormality, the power-on upshift is not terminated before the end of the mandatory termination period timon. In this case, at the point of time (time t4) at which the mandatory termination period timon expires, the engagement side oil pressure indication value rises to the MAX pressure (first line pressure PL1). Causes of the abnormality are, for example, a sudden increase in the turbine rotational speed NT because the engaged side of the clutch C or the brake B is released prematurely or hydraulic oil is delayedly supplied to the engaged side of the clutch C or the brake B, failure of the turbine rotational speed sensor 76 etc. However, since the engagement side oil pressure indication value rises to the MAX pressure as described above, the engagement side of the clutch C or the brake B is quickly fully engaged. Thus, the shifting action is forcibly terminated, forming a gear ratio step difference after the shifting. Incidentally, the graph indicated by the dotted line in FIG. 11B is the graph in the case where the shifting is performed normally, which is the same as the graph in FIG. 11A .

If the judgment in step S5 is YES (affirmative), that is, if there is a power off state after the shift control start time although power is on at the present point of time, then step S7 is performed. In step S7, it is judged whether the elapsed time from the reference time (time t2) has exceeded the forced termination time period timoff of the power-off state, as in step S4. Step S8 is executed until the elapsed time reaches the mandatory termination time period timoff of the power cut-off state. In step S8, it is judged whether the forced termination time period timon of the power-on state has elapsed. Step S2 and subsequent steps are repeatedly performed until the elapsed time reaches the mandatory termination time period timon of the power-on state. Once the forced termination time period timon of the power-on state has elapsed, the forced termination process of the shift control is performed in step S9. The forced termination time period timon of this power-on state is the same amount of time used to perform step S6. However, in step S8, the basis of judgment is the elapsed time measured from the switching time point (time t4 in FIGS. as a benchmark. In this case, the mandatory termination time period timon corresponds to the predetermined time in claim 1 .

FIG. 12 shows a situation in which upshifting in the power-off state is abnormal, and the shifting is not terminated at the end of the forced termination period timon of the power-on state, and thereafter because the accelerator pedal 50 is depressed, So the power off state is switched to the power on state. In this case, the engagement side oil pressure indication value is immediately switched to the control mode of the power-on state, that is, is switched to the oil pressure control value for power-on upshifting. In this case, the forced termination control is performed based on the elapsed time from the switching time point (time t4). Therefore, if the upshift performed in the power-on state is normally performed, the shifting is terminated before the elapsed time reaches the mandatory termination time period timon of the power-on state. In FIG. 12, time t5 is a time point at which the power-on upshift as described above is normally terminated.

Conversely, FIG. 14 shows a situation in which the power-off state is switched to the power-on state, and the forced termination control of the power-on state is similarly performed using the inertia state start time point (time t2) as a reference point. Since the forced termination period timon of the power-on state has been exceeded at the switching time point (time t4), the forced termination control is immediately executed even though the power-on shift will be correctly performed as shown in FIG. 12 . Thus, since the engagement side oil pressure indication value is raised to the MAX pressure, a shift shock may be caused due to quick engagement.

FIG. 12 shows a situation where the upshift in the power-off state is abnormal, and the shifting is not terminated at the end of the forced termination period timon of the power-on state, and then the power is cut off because the accelerator pedal 50 is depressed. The state is switched to the power-on state. However, in the case where the power-off state is switched to the power-on state before time t3 at which the forced termination period timon of the power-on state ends, the elapsed time from the switching time point is also judged Whether the mandatory termination time period timon of the power-on state has been reached. This prevents the occurrence of shift shock due to the immediate execution of the forced termination process at the time point (time t3) at which the forced termination time of the power-on state is based on the inertia state start time point (time t2) The segment timon has ended, although the shift control in the power-off state and the shift control in the power-on state are correctly executed.

The graph represented by the dotted line in Fig. 12 represents the following situation: when the power cut-off state continues, the forced termination time period timoff of the power cut-off state ends and the judgment in step S4 becomes "yes" (affirmative), thereby, The forced termination process of step S9 is performed. This graph is the same as that shown by the solid line in Fig. 10B. If in the middle of the power-off state, the power-off state is switched to the power-on state, and then switched to the power-off state again, step S4 is executed after step S3. Thus, the forced termination control is performed depending on whether or not the forced termination time period timoff of the power cut-off state starting from the inertia state start time point (time t2) has ended.

If the judgment in step S7 is "yes" (affirmative), that is, if the mandatory termination time period timoff of the power cut-off state based on the inertia state starting time point (time t2) is within the period from the switching time point (Fig. 12 to When the elapsed time from the time t4) in 14 reaches the end of the forced termination time period timon of the power-on state, step S9 is executed, that is, the forced termination process is executed. In particular, as shown in FIG. 13, if upshifting performed in the power-on state is also not performed correctly due to an abnormality, and the forced termination period timoff of the power-off state ends without the shift being terminated, engaging The side oil pressure indication value rises to the MAX value to fully engage the engaged side of clutch C or brake B at once. Thereby, the durability of the frictional engagement device and the like is ensured. In addition, if the accelerator pedal 50 is repeatedly depressed during upshifting in the power-on state, there is a possibility that the shift control method for upshifting is repeatedly switched. In addition, in step S8, each time the power-off state is switched to the power-on state, it will be judged whether the mandatory termination time period timon of the power-on state based on the inertia state starting time point (time t2) has ended . Thus, there is a possibility that the shift time becomes longer and the durability of the clutch C and the brake B decreases. However, the setting of step S7 limits the maximum time of shift control to the forced termination period timoff, thereby preventing such a reduction in durability. Thus, since the shift control is forcibly terminated with reference to the forced termination time period timoff of the power cut-off state defined as the longest time of the shift control, the forced termination time period timoff is not set as the normal shifting period of the power cut state. A period of time is required, but is set to a relatively long time in a range such that the durability of the clutch C and the brake B will not decrease, which is, for example, such a range by assuming a situation that may occur in a normal driver's operation : The number of repetitions of the power-on state and the power-off state is less than or equal to a predetermined number of times. Incidentally, in FIG. 13, if the forced termination time period timon of the power-on state starting from the switching time point (time t4) ends before time t5, the judgment in step S8 immediately becomes "Yes". (Yes), so the forced termination process of step S9 is performed, wherein at time t5, the forced termination time period timoff of the power cut-off state based on the inertia state starting time point (time t2) ends.

Thus, if the elapsed time from the inertia state start time point (time t2 in FIGS. 10A and 10B ) exceeds the forced termination period timoff, the shift control forced termination device 132 of this embodiment is The shifting operation is forcibly terminated. During power cut shifting, if the elapsed time from the inertia state start time point (time t2 in FIG. 11 ) exceeds the forced termination time period timon, the shift control forced termination means 132 forcibly terminates the shifting action. Therefore, depending on whether the shift is a power-on shift or a power-off shift, the shift action is correctly forcibly terminated, thereby ensuring the durability of the clutch C and the brake B.

If, as shown in FIG. 12 , the power-off shift is switched to the power-on shift in the middle of the power-off shift, then the shift The action is forcibly terminated. Therefore, the shift control device of this embodiment prevents the occurrence of a shift shock or the like, as shown in FIG. In the case where the shifting will be performed correctly in the power-on state, it is caused, for example, by the shifting action being forcibly terminated at the switching time point (time t4) of switching to the power-on state. That is, the shift control device can correctly perform the shift control in the power-on shift until the elapsed time from the switching time point t4 reaches the forced termination time period timon. Also in this case, if the elapsed time from the switching time point t4 exceeds the forced termination time period timon, the shifting action is also forcibly terminated. Therefore, the durability of the clutch C and the brake B is ensured.

In addition, in the embodiment, the forced termination time period timon of the power-on state is directly used as a predetermined time allowed to elapse before the shift action is forced to terminate, which is a switching time point for switching from the power-off state to the power-on state (Time t4 in FIGS. 12 and 13) is counted. Therefore, in the case of power-on shifting from the beginning, the shifting action is terminated within the forced termination time period timon in the normal case (normal shifting). In the case of a shift abnormality, the shift action is forcibly terminated, thereby ensuring the durability of the clutch C and the brake B.

In addition, in the embodiment, even if the elapsed time from the switching time point (time t4 in FIGS. The time elapsed from the start time point t2 of the inertia state exceeds the mandatory termination time period timoff of the power cut-off state, and the shifting action is also forcibly terminated. Therefore, even in the case where, for example, power-on shifting and power-off shifting are repeatedly switched due to the on-off operation of the accelerator pedal 50, and the switching time point is reset every switching, the device of the present embodiment It is also possible to reliably ensure the termination of the shift control while securing the durability of the clutch C and the brake B because the maximum time of the shift control is limited to the forced termination period timoff of the power cut state. Thus, the signals processed by the electronic control unit 90 can continue onwards, thereby reducing the load. In addition, other effects can be obtained. For example, multiple speed changes are limited; control with a learning function can be realized, and so on.

Although the embodiment of the present invention has been described in detail above with reference to the drawings, it is only the embodiment, and the present invention can be implemented in various ways through modifications and improvements based on the knowledge of those skilled in the art.

Claims (14)

1. the gear change control device of an automatic transmission (14), to form a plurality of speed ratios with different gear ratio differential by optionally engaging a plurality of friction engagement devices (C1, C2, B1, B2, B3) for described automatic transmission (14), it is characterized in that comprising:

Speed Control forced termination device (132), it utilizes in speed change elapsed time point (t1) and the inertial states elapsed time point (t2) one as fiducial time (t1, t2), in the process of power cut speed change, when (t1, t2) institute's elapsed time surpasses the very first time (timoff) from described fiducial time, stop gear shifting operation forcibly; And power connect in the process of speed change when from described fiducial time (t1, t2) institute's elapsed time when being arranged to be shorter than second time (timon) of the described very first time (timoff), stop described gear shifting operation forcibly; And if in the switching that speed change takes place to connect from described power cut speed change to described power of described power cut speed change midway, when some switching time (t4) the institute elapsed time from described switching surpasses a scheduled time, stop described gear shifting operation forcibly.

2. the gear change control device of automatic transmission as claimed in claim 1, it is characterized in that: the described scheduled time is described second time (timon).

3. the gear change control device of automatic transmission as claimed in claim 1 or 2, it is characterized in that: when (t1, t2) institute's elapsed time surpasses the described very first time (timoff) from described fiducial time, described speed Control forced termination device (132) stops described gear shifting operation forcibly, though from described some switching time (t4) institute elapsed time in the scope of the described scheduled time.

4. the gear change control device of automatic transmission as claimed in claim 1 or 2, it is characterized in that: the required time of this speed change when normally carrying out speed change, each in the described very first time (timoff) and described second time (timon) all is arranged at least than the described required long time of time.

5. the gear change control device of automatic transmission as claimed in claim 1 or 2 is characterized in that: all differential according to the speed ratio in the process of the mode (changing top grade or kickdown) of speed change and this speed change variation of each in the described very first time (timoff) and described second time (timon) (from which speed speed change to which speed) is set.

6. the gear change control device of automatic transmission as claimed in claim 1 or 2 is characterized in that: each in the described very first time (timoff) and described second time (timon) is all according to being that in the oily temperature of the input torque of the speed of a motor vehicle, described automatic transmission (14) and described automatic transmission (14) one sets at least.

7. the gear change control device of automatic transmission as claimed in claim 1 or 2 is characterized in that: the described scheduled time is according to proofreading and correct to described some switching time (t4) institute elapsed time from described fiducial time (t1, t2).

8. the shifting control method of an automatic transmission (14), to form a plurality of speed ratios with different gear ratio differential by optionally engaging a plurality of friction engagement devices (C1, C2, B1, B2, B3) for described automatic transmission (14), it is characterized in that comprising:

Utilize in speed change elapsed time point (t1) and the inertial states elapsed time point (t2) one as fiducial time (t1, t2), in the process of power cut speed change, when (t1, t2) institute's elapsed time surpasses the very first time (timoff) from described fiducial time, stop gear shifting operation forcibly;

Power connect in the process of speed change when from described fiducial time (t1, t2) institute's elapsed time when being arranged to be shorter than second time (timon) of the described very first time (timoff), stop described gear shifting operation forcibly; And

If the switching that speed change takes place to connect to described power from described power cut speed change midway in described power cut speed change, when some switching time (t4) the institute elapsed time from described switching surpasses a scheduled time, stop described gear shifting operation forcibly.

9. the shifting control method of automatic transmission as claimed in claim 8, it is characterized in that: the described scheduled time is described second time (timon).

10. the shifting control method of automatic transmission as claimed in claim 8 or 9, it is characterized in that further comprising: when (t1, t2) institute elapsed time surpasses the described very first time (timoff) from described fiducial time, stop described gear shifting operation forcibly, though from described some switching time (t4) institute elapsed time in the scope of the described scheduled time.

11. the shifting control method of automatic transmission as claimed in claim 8 or 9, it is characterized in that: the required time of this speed change when normally carrying out speed change, each in the described very first time (timoff) and described second time (timon) all is arranged at least than the described required long time of time.

12. the shifting control method of automatic transmission as claimed in claim 8 or 9 is characterized in that: all differential according to the speed ratio in the process of the mode (changing top grade or kickdown) of speed change and this speed change variation of each in the described very first time (timoff) and described second time (timon) (from which speed speed change to which speed) is set.

13. the shifting control method of automatic transmission as claimed in claim 8 or 9 is characterized in that: each in the described very first time (timoff) and described second time (timon) is all according to being that in the oily temperature of the input torque of the speed of a motor vehicle, described automatic transmission (14) and described automatic transmission (14) one sets at least.

14. the shifting control method of automatic transmission as claimed in claim 8 or 9 is characterized in that: the described scheduled time is according to proofreading and correct to described some switching time (t4) institute elapsed time from described fiducial time (t1, t2).

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